Removable power pack for remotely controlled toys



P. L@ JoLLEY June 26, 1962 REMOVABLE POWER PACK FOR REMOTELY CONTROLLED TOYS Filed May 29, 1958 3 Sheets-Sheet 1 June 26, 1962 P. L. JQLLEY 3,041,485

REMOVABLE POWER PACK FOR REMOTELY CONTROLLED TOYS Filed May 29, 1958 5 Sheets-Sheet 2 FIG. 3.

l INVENTOR.

P401. L. VOLLEY,

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P. L. JOLLEY June 26, 1962 REMOVABLE POWER PACK FOR REMOTELY CONTROLLED TOYS Filed May 29, 1958 5 Sheets-Sheet 3 United States Patent C) 3,041,485 REMOVABLE POWER PACK FOR REMOTELY CONTROLLED TDYS Paul L. Jolley, Detroit, Mich. (Rte. 1, Box 236, Grayslake, Ill.) Filed May 29, 1958, Ser. No. 738,680 Claims. (Cl. S10- 112) This invention relates to a power pack unit and, more specifically, the instant invention pertains to an electrically driven power device for actuating toy vehicles.

One of the primary objects of this invention is to provide a driving unit for toy vehicles, the unit being adapted for detachable connection with the driving mechanism of the -toy and when installed thereon becomes a composite part thereof.

A further object of this invention is to provide a power pack unit for vehicular toys as well as other types of mechanical toys having drive means incorporated therein, the power pack unit being provided with means for remotely controlling the same.

Another object of this invention is to provide a power pack unit of the type generally described supra, the power pack unit 'being non-complex in construction and assembly, inexpensive to manufacture, and durable in use.

Other and further objects and advantages of the instant invention will become more evident from a consideration of the 4following specification when read in conjunction with the annexed drawings, in which:

FIGURE 1 is a top plan view of a toy having a power pack unit installed therein and constructed in accordance with the teachings of this invention; y

FIGURE 2 is a side elevational view of the toy illustrated in FIGURE l;

FIGURE 3 is a top plan view of the power pack unit, partially in cross-section;

FIGURE 4 is a detail longitudinal cross-sectional View of the power pack unit taken substantially on the line 4-4 of FIGURE 3, looking in the direction of the arrows;

FIGURE 5 is a schematic wiring diagram for remotely controlling the power pack unit;

FIGURE 6 illustrates the steps leading to the relea-sable connection of the power pack unit with a toy Vehicle;

FIGURE 7 illustrates the application of the power pack unit to another embodiment of the toy vehicle; and

FIGURE 8 is a perspective view of the power pack unit perse.

Referring now more specifically to the drawings, reference numeral 10 designates, in general, a toy vehicle having a configuration simulating a combat vehicle normally found in the armed services. The specific construction and configuration of this vehicle, per se, is not of import with respect to the instant invention and the same will be but brieily described only for the purpose of lending an environment for the actual invention.

The vehicle 10 includes suitable longitudinally extending chassis side frame members 12 at each longitudinally extending side of the vehicle, the side frame members supporting axles 14 on which are rotatably mounted a plurality of idler sprocket wheels 16. Drive sprockets 18 are mounted on stub axles 20, 22 supported on the side frame members 12, the stub axles 20, 22 projecting through opposed inner side walls 24, 26 of the vehicle body 28 in opposed confronting alignment. The projecting confronting ends of the stub axles 20, 22 are reduced to form diametrically extending tongues 30, 32, respectively, the function of which will be set forth below. Link chains 34, 36 are trained around the sprocketsl at each side of the vehicle, the chains simulating a caterpillar track in conventional full scale vehicles of a similar type.

From the foregoing description it becomes clear that ice each of the chains 34, 36 may be driven, independently, in the same or reverse directions simultaneously, or if desired, the chains may be simultaneously driven in contradirections relative to each other.

Y The vehicle body 28 includes a floor 38, the side walls 24, 26 mentioned above, a top wall 40 having a hinged section 42 and a lrear end 4wall 44 hingedly connected on a rod 46 extending transversely of the vehicle body 28. The end wall 44 is provided with a pair of spaced latch bars 4S, the function of which will be described below. Skirts 50 are secured to the side walls 24, 26 and extend over and downwardly along the outer sides of the sprockets 16, 18. The skirts 50 extend downwardly to a point proximate the ground engaging portions of the chains 34, 36 to conceal and protect the sprockets 16, 18. Simulated idler sprockets 52 may be painted on the skirts 50 if desired, and a cockpit or vehicle operator-s compartment may be simulated at 54. t f

The power pack unit for driving the above described vehicle is connoted, in general, by reference numeral and is seen to comprise an elongated substantially rectangular mounting plate 102 from which arise, substantially normal with respect thereto, two pairs of longitudinally extending laterally spa-ced angle members 104, 106 and V108, 110.

Reference numerals 112, 114 denote a pair of low voltage (6-12 volts) D.C. electric motors, the motor 112 being disposed between and secured to the pair of angle members 104, 106 adjacent one of their ends. The motor 114 is disposed between the pair of angle members 108, 110 adjacent one of their respective ends and is rigidly secured thereto as in the preceding case. The electric motors 112, 114 are of the same rating and size.

Each motor includes an armature y116, 118 carried on drive shafts 120, 122, respectively, having outer ends terminating in worm gears 124, 126. The worm gears 124, 126 mesh with the gears 128, 130, respectively, rigidly mounted on cross-shafts 132, 134 supported for rotation on the pairs of angle members 104, 106 and 108, 110. Each of the shafts 132, 134 have rigidly mounted thereon a second gear 136, 138, respectively, which mesh with larger gears 140, 142, respectively, fixedly connected on second cross-shafts 144, 146 supported for rotation between the pairs of angle members 104, 106 and 108, 110. The cross-shafts 144, 146 carry smaller gears 148, 150, respectively, which are in mesh with larger gears 152, 154 rigidly secured on cross-shafts 156, 158 also supported for rotation between the -pairs of angle members 104, 106 and 108, .1.10, respectively.

Mounted for reciprocation on the outer ends of the cross-shafts 156, 158 and driven thereby are a pair of substantially cylindrical coupler elements 160, 162 having diametrically extending slots 164, 166 formed therein to detachably receive the tongnies 30, 32 as will be more fully described below. The coupler elements 160, 162 are splined or otherwise keyed to their respective shafts to rotate therewith, and each of the coupler elements have integrally connected therewith adjacent their respective outer ends, an outwardly extending radial flange v168, 170, respectively.

The cross-shafts 156, 158 have mounted thereon fixed collars 172, 174, respectively, disposed in axially spaced relation relative to the inner ends of the adjacent coupling elements 160, 162, and interposed therebetween and surrounding the shafts 156, 158 are a pair of helicoidal springs under compression 176, 178, respectively, the springs constantly biasing the coupling elements for movement towards the outer ends of their respective shafts.

The motors 112, 114 are selectively and reversibly controlled by an electric circuit shown schematically in FIG- URE 5. As illustrated, leads 180, 182 connect with a conventional six or twelve volt D.C. source of E.M.F.

and to a bus board 184 from which extend the several control circuits. The control circuits to the motor 1.12 include a main control switch 186 in the lead 182 wh1ch connects through Wire 188 to a switch contact 190l of a reversing switch 192 having switch arms 194, 196 and a second contact 198. The arms 194, 196 are tied together to move as a unit in establishing ultimate contact with either the contact 190i or 196, and are electrically connected together through wires 200, 282 to serve a function explained in detail below. The wire 202 connects through wires 206, 208 with the arm 210 of a rheostat 212 which is in electrical contact with one side of its resistance 214. Wire 216 connects the other side of the rheostat with one side of the motor 112, and the other side of the motor connects to wires 218, 220, the switch arm 222 of a second switch 224 and its contact 226, and wire 228 back to the other lead 180. Thus the motor .112 is energized to rotate in one direction.

Note should be made at this point that the switches 192 and 224 are identical in construction, the latter including an arm 230 mechanically tied to the arm 222 and electrically through the wire 220, the arm 230 being adapted to alternately make and break a circuit to be described through the switch contact 232.

To reverse the current flow through the motor 212 and thus reverse the rotation of the drive shaft 120, the circuit vmay be traced through the lead 182, switch 186 and wire 234 to one side of the pilot light 236; from the other side of the pilot light 236 through the wire 228, contact 226, arm 222 and wire 220 to one side of the motor 112. Wire 216 connects the other side of the motor 1'12 to one side of the rheostat 212, the other side of which connects through wires 8, 206, arm 196, contact 198 and wire 238 back to the lead 180. The current flow now being reversed, the armature 116 rotates in the opposite direction and thereby drives the shaft 120 in the same direction.

Now if the reversing switch 224 for the motor 114 is moved to break the circuit through the switch arm 222 and contact 226 and the switch arm 230 engages the contact 232 the control for the motor 112 is still maintained. The same may be traced as follows: lead 182, switch 186, wire 240, contact 232, switch arm 230, wire 220 to one side of the motor 112. From the other side of the motor 112 through wire 216 to one side of the rheostat 212. Through wire 208 from the other side of the rheostat 212, wire 206, wire 202, switch arm 194, contact 190, wire 188, wire 234 to one side of the pilot light 236. Then current ows through wire 242 making contact with the lead 180.

Now if the switch 224 is maintained in the above described position, that is, with the switch `arm 230 in engagement with the contact 232 and the switch arm 222 out of engagement with the contact 226 the direction of rotation of the motor 112 may be reversed by establishing contact of the switch arm 196 with the contact 198 and simultaneously therewith breaking the engagement of the switch arm 194 with the contact 190. This reversing circuit may be traced from: lead 182, switch 186, wire 240,y contact 232, switch arm 230, wire 220v to one side of the motor 112. From the other side of the motor 112 by wire 216 to one side of the rheostat 212. From the other side of the rheostat 212 by wire 208, wire 206, wire 200, switch arm 196, contact 198 and wire 238 to the lead 180.

From the foregoing it will be understood that regardless of the position of the reversing switch 224, the reversing switch 192 for the motor 212 may be actuated to control the direction 'of rotation of the drive shaft 120i.

Referring now to the control circuit for the motor 114, and with the reversing switches 192, 224 in the positions illustrated in FIGURE 5, it will be seen that current will pass through lead 182, switch 186, and wire 234 to one side of the lamp 236. From the other side of the lamp 236 current passes through the wire 242, wire 228, contact 226, switch arm 222, wire 220 and wire 244 to one side of the motor 114. From the other side of the motor 114 current passes through wire 246 to one side of the resistance 248 of a second rheostat 250. Current now passes through the control arm 252 of the rheostat 250 and returns through wires 254, 206, 202, switch arm 194, contact 190 and wire 256 to the other lead 180.

To reverse the motor 114 the reversing switch 224 is moved to establish contact of the switch arm 230 with the contact 232 and the circuit then reads from the lead 182, switch 186, wire 240, contact 232, switch arm 230, and wires 220, 244 to one side of the motor 114. The return circuit is traced from the other side of the motor 114, wire 246 to one side of the rheostat 250. Current flows from the other side of the rheostat 250 through wires 254, 286 and 202 to the switch arm 19'4, contact 190, and wires 188, 234 to one side of the pilot light 236. From the other side of the pilot light 236 wire 232 connects the circuit to the lead 180.

Thus, from the above description of the circuits it is seen that the motors 112, 114 may be driven, simultaneously, in the same direction or the reverse direction, the motors 112, 114 may be driven in contra-directions simultaneously. The speed of each of the motors 112, 114 is independently controlled by the actuation of the rheostats 212, 250.

It should be now clear that upon energization of the motors 112, 114 rotary motion will be imparted to the shafts 156, 158 through the aforedescribed gear trains .and this rotary motion will be imparted to the coupling elements 160, 162.

FIGURE 6 illustratesthe method employed for connecting the detachable power unit with the vehicle 28a. As illustrated therein, the hinge portion 42 of the top wall 40 has been elevated. This exposes a compartment C having a substantially rectangular configuration and which is defined by the opposed pair of side walls 24, 26, the bottom wall 38 and the tail gate 44. The tail gate 44 is now pivoted to its downward position as illustrated in FIGURE 6 to provide access into the interior of the compartment C. The operator now grasps the power unit and with his thumb and finger presses inwardly on the anges 168, 170 forcing the same to move inwardly towards each other against the pressure exerted by the springs 176, 178. The unit is now inserted into the compartment and the coupling elements 160, 162 are aligned with the tongues 30, 32 and are released to per' mit the coupling elements y160, 162' to move away from each other causing the slots 164, 166 to slidably engage the tongues 30, 32. The control circuit described above and illustrated in FIGURE 5 is now connected to the motors by means of the jacks 260, 262 and 264 which are releasably received in the plugs 266, 268 and 270, respectively. The tail gate 44 is raised and the hinged portion 42 of the top wall 40 is lowered to frictionally engage behind the latch members 48 and the vehicle 28 is now ready to be actuated. By virtue of the remote control circuit for the motors 112, 114, the operator may control, through the rheostats 212, 250 and the reversing switches 192, 224 the forward, backward or turning movement of the vehicle 281.

When the vehicle 28 has been maneuvered to a desired position, the operator may de-energize the circuits to the motors 112, 114, raise the hinged section 42 of the roof 40 and drop the tail gate 44 to again gain access to the compartment C. Thereafter, the power pack unit 108 may be removed from the vehicle 28 through the simple expedient of again grasping the flanges 168, 170 with the fingers and reciprocating the same towards each other in the manner described above. This will cause the coupling elements 160, 162 to become disengaged from tongues 30, 32 after which the power pack unit l100 may be removed from the Vehicle 28 and placed in a second unit having the general configuration of the toy 300 illustrated in FIGURE 7. The toy 300 is identical in construction with respect to the toy 28 with the exception of its outer configuration. In this instance, the vehicle 300 stimulates an armored self-propelled artillery piece which mounts a simulated 155 mm. gun. In all other respects the vehicle 300 is identically constructed with respect to the vehicle A-fter the power pack unit 100 has been connected with the vehicle 300, the vehicle may be moved in the manner described above to be deployed in the desired manner relative to the Vehicle 28. Thereafter, and if desired, the power pack unit 100 may be removed .from the vehicle 300 and connected with still a third vehicle having the same or different exterior configuration.

It should now be manifest that an unlimited number of vehicles having differentv exterior configurations may be employed with the present driving means and power pack unit described and lillustrated herein. Additionally, and if desired, a number of power pack units could be used to maneuver the vehicles into predetermined positions closely simulating actual war time conditions.

The spring-loaded, quick-coupling device of the power pack to connect the nal drives to the driving sprockets of the track is a novel feature of this invention permitting universal use of a single power unit. The flexibility provided bythe novel coupling device also permits use of the power pack unit in two-wheeled toy vehicles such as the models of two-wheeled prime movers for lheavy earth moving equipment. Similarly, by providing a pulley recess in the ange170 of the coupling device, the power pack can 4be used separate and apart `from a vehicle to power structural mechanical toys.

While one of the primary objects of this invention is to provide entertainment, it will now be seen that such toys may be utilized by persons interested in the maneuvering of men, supplies and equipment when resolving tactical and logistical problems.

Having described and illustrated two embodiments of this invention in detail, it will be understood that the same are offered merely by way of example, and that this invention is to be limited only by the scope of the appended claims.

What is claimed is:

1. A self-contained power pack unit for releasable connection with driving means for a vehicle, said driving means being located on each side of said vehicle, respectively, said unit comprising a base plate, two pairs of laterally spaced substantially parallel angle members ixedly secured to said plate and projecting laterally from a side thereof, a pair of electric motors disposed between each pair of angle members and secured thereto and to said base plate, each of said motors having a drive shaft and a worm gear thereon, said worm gears each meshing with the first gear of a speed reducing gear train, respectively, each gear train being supported between each pair of said angle members, respectively, an axle rigidly secured to the linal gear of each of said gear trains for rotation therewith, a coupler element for each of said last named axles to effect releasable driving connection with said driving means for said vehicle whereby said unit may be removed from said vehicle -as a whole, and means for connecting said motors with the source of 2. A power pack unit as defined in claim l, wherein said source of includes circuitry for remotely connecting each of said motors in independent control circuits each of which includes, in series, a reversing switch and a control rheostat.

3. A self-contained removable power pack unit for mechanical vehicles having drive means, said unit comprising a base, a pair of electric motors mounted on said base in side-by-side relation, each of said motors` having a drive shaft, a driven shaft for each of said drive shafts, said driven shaft being supported for rotation on said base, speed reduction means connected with each of said drive shafts land its respective driven shaft to` reduce the speed of the latter, and coupling means on said driven shafts to effect connection thereof with said drive means of one of said vehicles.

4. A power pack unit as deiined in claim 3, wherein said coupling means are each spring loaded.

5. A power pack unit as defined in claim 4, and an electric circuit for energizing each of said motors independently, and remote control means connected in each of said circuits.

References Cited in the file of this patent UNITED STATES PATENTS 1,583,345 Egolf May 4, 1926 l1,863,504 Schmid June 14, 1932 2,244,528 `Schur June 3, 1941 2,461,261 Drisko 'Feb. 8, 1949 2,473,286 Mall June- 14, 1949 2,488,464 Arpin Nov. 15, 1949 2,519,472 Howard Aug. 22, 1950 2,586,239 MacKenzie Feb. 19, 1952 

